JP2017024536A - Truck for railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a truck for a railway vehicle which can suppress wheel load missing when passing a relaxation curve while not needing addition of an anti-rolling device and others and can reduce a lateral pressure when passing a curve.SOLUTION: A truck for a railway vehicle includes a truck frame which is constituted by a pair of side beams arranged separately along a rail direction and a lateral beam connecting center parts in the rail direction of the side beams to each other, and a first wheel shaft and a second wheel shaft respectively constituted by an axle and wheels provided at both end parts of the axle. The first wheel shaft provided at one side end part of the side beam is supported at the longitudinal-direction center part side of the axle of the wheel by one side end part in the rail direction of the side beam, and the second wheel shaft provided at the other side end part of the side beam is supported at the opposite side of the longitudinal-direction center part of the axle of the wheel by the other side end part in the rail direction of the side beam.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a railcar bogie. In particular, with respect to the structure of the bogie frame that constitutes the bogie for a railway vehicle, a bogie frame in which the dimension in the sleeper direction at one end in the longitudinal direction of the bogie frame and the dimension in the sleeper direction at the other end in the longitudinal direction is different. It is related with the bogie for rail vehicles provided.

  A railcar bogie is a device that is provided under the floor at both ends in the longitudinal direction of a vehicle body and travels along a track laid while holding the vehicle body. The railway vehicle bogie is connected with a degree of freedom to the vehicle body because the relative positional relationship with the vehicle body changes following the track irregularity.

  In general, a railcar bogie is composed of a pair of side beams spaced apart in the rail direction, a bogie frame composed of a cross beam connecting the central portion of the side beams and disposed along the sleeper direction, and wheels. It is composed of an axle box that holds an axle formed of an axle, an axle box support device that connects the axle box that holds the axle to the carriage frame, and a vehicle body support device (including a traction device) that connects the carriage frame and the vehicle body. . Patent Document 1 discloses a railcar bogie including an anti-rolling device that suppresses rolling vibration around a longitudinal axis of a vehicle body.

JP 2011-213148 A

  2. Description of the Related Art Generally, trolleys used for trains and the like are mainly two-axis bogies (hereinafter simply referred to as trolleys) each having two wheel shafts in one trolley frame. When the railway vehicle travels along a sharp curve, the carriage does not completely follow the curved track and travels along the curve while facing outward with respect to the tangential direction of the curved track. Therefore, resistance is generated between the wheel and the track (rail), and in particular, lateral pressure tends to be generated on the wheel on the outer track side of the wheel shaft in the traveling direction side of the carriage. High lateral pressure is preferably reduced because it promotes wear of the wheels and rails and causes derailment.

  Further, in the curved track, a cant is provided to make the rail height on the outer track side higher than the rail height on the inner track side so that the vehicle body does not tilt outward due to centrifugal force. In general, the curved trajectory is composed of an entrance relaxation curve in which the cant gradually increases, a circular curve in which the cant is constant, and an exit relaxation curve in which the cant gradually decreases.

  By providing a cant, when the railway vehicle travels along the entrance relaxation curve and the exit relaxation curve, the rail top surface height at the position of the leading bogie is different from the track top surface height at the rear bogie position. Twisting occurs. There is a concern that the twisting of the track may cause wheel weight loss when the vehicle passes through the relaxation curve at a low speed, particularly at the wheel on the outer track side where the leading side is the leading side of the carriage. If the wheel load is largely lost, it will cause a derailment. Therefore, it is necessary to suppress wheel load loss exceeding the allowable limit.

  The two-axis bogie bogie has an inner frame bogie that has a side beam forming the bogie frame inside the wheel (on the side closer to the center of the longitudinal direction of the axle) and a side beam that forms the bogie frame outside the wheel (longitudinal length of the axle). There is an outer frame cart provided on the opposite side of the center of the direction. The support interval in the sleeper direction of the wheel shaft of the inner frame carriage is smaller than that of the outer frame carriage. For this reason, the inner frame carriage is easily yaw-displaced when passing through a curve, and the lateral pressure can be reduced because it follows the curve. Furthermore, since the inner frame carriage can be easily displaced, it is easy to follow the torsion of the track when passing through the relaxation curve, and wheel load loss can be reduced.

  However, inner frame carts that are susceptible to yaw displacement and roll displacement tend to have excessive roll displacement compared to outer frame carts, especially when passing a curve at a relatively high speed. Excessive rolling may cause a part of the vehicle body to deviate from the vehicle limit or impede the ride comfort. Therefore, it may be necessary to take measures with an anti-rolling device (Patent Document 1).

  An object of the present invention is to provide a railway vehicle carriage that does not require an additional device such as an anti-rolling device, can reduce lateral pressure when passing through a curve, and can suppress wheel weight loss when passing through a relaxation curve. .

  In order to solve the above-described problems, a railcar bogie according to the present invention has a sleeper direction dimension at a first end portion in a rail direction of the railcar bogie in a sleeper direction at a second end portion in the rail direction of the railcar bogie. It is characterized by being set smaller than the dimension.

  In order to solve the above-mentioned problems, it is possible to provide a railcar bogie that can reduce the lateral pressure when passing a curve and suppress the wheel load loss when passing a relaxation curve without requiring an additional device such as an anti-rolling device. Can do.

FIG. 1 is a plan view of a railway vehicle carriage according to a first embodiment. FIG. 2 is a side view of the railway vehicle carriage according to the first embodiment. FIG. 3 is a schematic diagram showing the operation of each part of the carriage when the railway vehicle carriage of Example 1 passes through a sharp curve at high speed. FIG. 4 is a schematic diagram illustrating the operation of each part of the carriage when the railway vehicle carriage of the first embodiment passes through the relaxation curve at a low speed. FIG. 5 is a schematic diagram showing the operation of a vehicle when a railway vehicle equipped with a conventional inner frame type carriage passes through a curve. FIG. 6 is a schematic diagram illustrating an operation of the vehicle when the railway vehicle including the railway vehicle carriage according to the first embodiment passes a curve. It is a top view of the bogie for rail vehicles of another form of Example 1. It is a top view of the bogie for rail vehicles of Example 2. It is a top view of the bogie for rail vehicles of Example 3.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a plan view of the railway vehicle carriage according to the first embodiment, and FIG. 2 is a side view of the railway vehicle carriage according to the first embodiment. The railway vehicle bogie is connected to the bogie frame 2, the wheel shaft 1a (1b) for connecting the pair of wheels 20 by an axle, and the wheel shaft 1a (1b) so as to be rotatable and connected to the bogie frame 2 with a degree of freedom. And a power transmission device including a main motor 40 and the like, an air spring 5 that is mounted on the upper surface of the carriage frame 2 and supports the vehicle body 3. The axle 1a (1b) and the carriage frame 2 are elastically supported by the axle box support device 4 and the carriage frame 2 and the vehicle body 3 are elastically supported by the air spring 5. Further, a yaw damper (not shown) that suppresses vibration of the carriage frame 2 may be provided between the carriage frame 2 and the vehicle body 3.

  The carriage frame 2 includes a pair of side beams 6 spaced along the rail direction, and a lateral beam 7 that connects the central portion of the side beams 6 in the rail direction and is disposed along the sleeper direction. Normally, the side beams that make up the bogie frame are made up of members that extend in a straight line along the rail direction, and the dimension between the front ends of the pair of side beams is the dimension between the rear ends of the side beams. Is the same.

  The side beam 6 that forms the carriage frame 2 shown in the first embodiment has a substantially Z-shaped overhead shape, and a sleeper-direction dimension W1 between the side beam front portions 6a of the two opposing side beams 6. Is set smaller than the dimension W2 in the sleeper direction between the two side beam rear portions 6b. Alternatively, the side beam front part 6a in the longitudinal direction of the side beam 6 forming the carriage frame 2 is offset from the side beam rear part 6b to the center side in the width direction of the carriage frame 2 so that the front side of the carriage frame 2 is The dimension W1 in the sleeper direction is set smaller than the dimension W2 in the sleeper direction on the rear side.

  The side beam front part 6a of the side beam 6 is an inner frame type provided on the inner side (the side of the central part in the longitudinal direction of the axle) of the wheel shaft 1a. On the other hand, the side beam rear part 6b of the side beam 6 is provided on the outer side (opposite side of the center part of the axle) of the wheel shaft 1b and is of an outer frame type. For this reason, the support interval (W1) in the sleeper direction of the front wheel shaft 1a is smaller than the support interval (W2) in the sleeper direction of the rear wheel shaft 1b. The air spring 5 that is placed on the upper surface of the carriage frame 2 and elastically supports the vehicle body 3 is provided at a portion where the side beam rear portion 6b and the cross beam 7 intersect. The space | interval (W3) of the left-right air spring 5 in the sleeper direction is smaller than the dimension W2 in the sleeper direction between the two side beam rear portions 6b, and the sleeper between the side beam front portions 6a of the two side beams 6 It is set to be larger than the direction dimension W1.

  The bogie frame 2 prepares an upper plate and a lower plate which are integrally formed including the side beam 6 and the lateral beam 7, and the upper plate and the lower plate are arranged at the upper end portion and the lower end portion of the side plate disposed in the height direction. Consists of four-sided (box-type structure) that are assembled by welding. Instead of the upper plate and the lower plate that are integrally provided with the side beam and the horizontal beam, the upper plate and the lower plate may be divided into a side beam portion and a horizontal beam portion, respectively.

  The railcar bogie is such that the side beam front portion 6a of the bogie frame 2 is located at the longitudinal end of the vehicle body (hereinafter referred to as the vehicle end side), that is, the support interval in the direction of the sleeper of the wheel shaft is small. It is provided below the vehicle body 3 so that the wheel shaft 1a is located on the vehicle end side (see FIG. 2).

  The axle box support device 4 includes an axle box body 10 incorporating a bearing that rotatably holds the wheel shaft, and one end portion in the rail direction is connected to the axle box body 10 and the other end portion in the rail direction is on the side. An axial beam arm 101 connected to the lower part of the beam 6b (6a), an axial spring 11 placed between the lower surface of the end of the side beam 6b (6a) in the rail direction and the upper part of the axial box body 10, and an axis The other end of the armed arm 101 is composed of an axial beam rubber 12 that elastically connects the side beam 6b (6a). The axle box body 10 rotatably holds the wheel shaft 1b (1a) via a bearing, and the axle beam arm 101 of the axle box body 10 is elastically supported by the carriage frame 2 via an axle beam rubber 12. .

  In the first embodiment, a metal coil spring is used as the shaft spring 11, but an elastic body made only of rubber, for example, a metacon rubber may be used. Further, in the first embodiment, a shaft beam type shaft box supporting device is shown, but a shaft box supporting device such as a wing type or a leaf spring type may be used. Furthermore, although the shaft damper 50 is disposed between the axle box 10 that holds the wheel shaft and the carriage frame 2 to provide a damping force, the shaft spring 11 is configured by an elastic body such as rubber having the damping force. In this case, the shaft damper 50 may be omitted.

  The power transmission device is mainly configured by a main motor 40 and a gear device 41 having a large gear and a small gear. The main motor 40 and the gear device 41 are disposed only on the wheel shaft 1b side from the center of the carriage frame. The power from the main motor 40 is transmitted to the large gear of the gear device 41 via a joint 42 that connects the end of the rotating shaft of the main motor 40 and the small gear, and drives the wheel shaft 1b. That is, the wheel shaft 1b is a drive shaft that is driven by the power transmission device, and the wheel shaft 1a is an associated shaft that is not driven by the power transmission device.

  The brake device 30 is attached to the carriage frame 2 via a bracket, and the braking force is obtained by sandwiching the wheels 20 with the brake device 30 during braking of the vehicle. Although the brake device 30 according to the first embodiment is a disc brake type, the brake device may include a brake device including a tread brake in which the control member comes into contact with the tread surface of the wheel 20 (the portion where the top of the rail rolls). In addition, a brake device 30 on the side of the wheel shaft 1a that does not include a power transmission device is provided with a brake disk on the axle of the wheel shaft 1a, and the shaft disk type brake device in which the brake device 30 grips the brake disk 30 to obtain a braking force. You may prepare.

  FIG. 3 is a schematic diagram showing the operation of each part of the bogie when the bogie for the first embodiment passes the sharp curve at high speed, and FIG. 4 shows the mitigation curve for the bogie for the first embodiment at a low speed. It is a schematic diagram which shows operation | movement of each part of a trolley | bogie when passing. First, the operation of the wheel shaft 1a on the traveling direction side where the maximum lateral pressure is generated when the railway vehicle carriage passes through a route with a small radius of curvature at high speed will be described. When the carriage passes the curve, the self-steering force that tries to travel along the center of the track of the wheel shaft 1a deforms the shaft rubber 12 (see FIG. 2) attached between the wheel shaft 1a and the wheel frame 2. The wheel shaft 1a is yaw-displaced along the curve around the central portion in the longitudinal direction of the wheel shaft 1a (hereinafter sometimes referred to as the wheel shaft center) (see FIG. 3).

  Since the support interval W1 in the sleeper direction of the wheel shaft 1a closer to the traveling direction is smaller than the support interval W2 in the sleeper direction of the wheel shaft 1b, the wheel shaft 1a is easily displaced in the yaw direction with respect to the carriage frame 2, and the yaw direction around the center of the wheel shaft Can be greatly displaced. By moving greatly in the yaw direction, the wheel shaft 1a follows the curved track when passing through the curve. Therefore, the normal direction (traveling direction) of the wheel shaft 1a faces the tangential direction of the curved track, so that the curve is smooth without generating a large lateral pressure. You can drive to. For this reason, the cart of the present invention in which the wheel shaft 1a is arranged on the leading axis in the traveling direction can reduce the maximum lateral pressure generated when passing the curve.

  Next, the operation of each part of the carriage when passing through the relaxation curve at a low speed and exceeding the cant will be described (see FIG. 4). Over-cant (over-cant) means that when the vehicle travels at low speed, the lateral component of gravity (particularly, the component facing the center of curvature of the curve) is greater than the centrifugal force, and the vehicle This is a state in which a force due to the height acts.

  Description will be made by paying attention to the front wheel axle 1a in the traveling direction in which there is a tendency that the maximum wheel load omission occurs when traveling on a relaxation curve connecting a straight line and a curve. The elastic support by the axle box support device between the carriage frame and the wheel shaft is schematically represented by a spring 11 (see FIG. 4). When the railway vehicle passes through the relaxation curve at a low speed, the bogie frame and the vehicle body are tilted to the inner gauge side and displaced by the action of gravity. At this time, relative roll displacement occurs between the wheel shaft and the bogie frame, and between the bogie frame and the vehicle body, and the shaft spring 11 that elastically supports the wheel shaft and the bogie frame and the air spring 5 that elastically supports the bogie frame and the vehicle body have an internal gauge. Compressed on the side and stretched on the outer track side. Further, since there is a twist of the track in the relaxation curve, the air spring 5 and the shaft spring 11 are further displaced in the vertical direction in order to follow the twist of the track. As a result, the wheel shaft 1a is subjected to a force to be displaced in the roll direction by the restoring force of the shaft spring 11.

  At this time, since the support interval W1 of the wheel shaft 1a in the sleeper direction of the wheel shaft 1 is smaller than that of the wheel shaft 1b, the rigidity of the wheel shaft 1a in the roll direction with respect to the carriage frame 2 is small, and the wheel shaft 1a is in the roll direction with respect to the carriage frame 2. It is easy to displace. For this reason, the wheel shaft 1a can easily follow the torsion of the track, and the wheel load loss when the wheel shaft 1a, which is the leading shaft on the traveling direction side, passes through the relaxation curve can be reduced.

  FIG. 5 is a schematic view showing the operation of a vehicle when a railway vehicle equipped with a conventional inner frame type carriage passes through a curve, and FIG. 6 shows the vehicle when the railway vehicle equipped with a carriage according to the present invention passes through a curve. It is a schematic diagram which shows operation | movement. In general, when the railway vehicle passes through the curve at a certain speed, the centrifugal force acts in a direction to tilt the vehicle body 3 toward the outer gauge side. Therefore, the air spring 5 and the shaft spring 11 provided on the outer gauge side are compressed, Relative roll displacement between the wheel shaft 1a (1b) and the carriage frame 400 and between the carriage frame 400 and the vehicle body 3 occurs (displacement in which the vehicle body 3 is inclined toward the outer track).

  Since the bogie frame 2 shown in the first embodiment is supported by the wheel shaft 1a and the wheel shaft 1b, the relative roll displacement between the wheel shaft 1a (1b) and the bogie frame 2 is between the wheel shaft 1a and the bogie frame 2 and the wheel shaft 1b. And the relative roll displacement between the carriage frame 2. In the conventional inner frame carriage (see FIG. 5), the two wheel shafts 1a are supported on the carriage frame at the interval W1 in the sleeper direction. For this reason, the space | interval of the sleeper direction of the axis | shaft spring 11 which connects the trolley | bogie frame of an inner-frame trolley | bogie and an axle box support apparatus, and the space | interval of the sleeper direction of the air spring 5 which is mounted on the upper surface of a trolley | bogie frame and supports a vehicle body. Tend to be smaller. For this reason, the vehicle body supported by the inner frame carriage is likely to be displaced by a roll in which the vehicle body is inclined toward the outer gauge when the railway vehicle passes a curve, and is particularly comfortable when there is no device for suppressing the roll displacement. It is difficult to maintain comfort.

  On the other hand, in the bogie of Example 1 (see FIGS. 1 and 6), one of the two wheel shafts 1b is supported by the bogie frame 2 at a sleeper-direction interval W2, and the other wheel shaft 1a is shared. It is supported on the bogie frame 2 at the interval W1 in the sleeper direction. Since the support interval W2 is larger than the support interval W1, the roll rigidity of the wheel shaft 1b with respect to the carriage frame 2 is increased.

  Furthermore, since the dimension of the cart frame 2 in the sleeper direction is larger than that of the conventional inner frame cart, the distance between the pair of air springs 5 spaced in the sleeper direction can be increased. For this reason, the railway vehicle including the carriage shown in the first embodiment is conventionally provided with no anti-rolling device even under a situation where a large roll displacement is likely to occur, such as when the railway vehicle passes a curve or a crossover. Since the relative roll displacement between the wheel shaft and the carriage frame can be reduced as compared with the inner frame carriage, the lateral pressure at the time of passing through the curve can be reduced, and the wheel load loss at the time of passing through the relaxation curve can be suppressed.

  FIG. 7 is a plan view of a railcar bogie according to another embodiment of the first embodiment. The configuration of the cross beam 61 that forms the carriage frame 200 is changed from the four-sided structure made of the plate material shown in FIG. 1 to the configuration of the pipe material. In the pair of two side beams 60 spaced apart in the rail direction, the size W1 of the side beam front portion 60a in the sleeper direction is set smaller than the size W2 of the side beam rear portion 60b in the sleeper direction, as in FIG. Yes. The two cross beams 61 are provided in such a manner as to penetrate the central portion in the longitudinal direction of the side beam 60 forming the carriage frame 200, and the horizontal beam 61 and the side beam 60 are welded.

  In this form, since the cross beam which comprises a bogie frame can be comprised with a pipe material, the structure of a bogie frame can be simplified. As a result, the number of parts and the number of man-hours can be reduced, so that the manufacturing cost can be reduced. Further, since the cross beam 61 made of a pipe material can be used as an auxiliary air chamber for compressed air supplied to the air spring 5, there is an advantage that it is not necessary to provide an auxiliary tank in the vehicle body.

  FIG. 8 is a plan view of the railway vehicle carriage according to the second embodiment. The railway vehicle carriage shown in the second embodiment is an accompanying carriage that does not include a power transmission device. Members having the same functions as those of the first embodiment are denoted by the same reference numerals.

  The railcar bogie according to the second embodiment includes a wheel shaft 1b having a brake disk 31 on an axle, and a brake device 30 fixed to the bogie frame 2 via a bracket. At the time of braking when the brake is operated, the brake force can be remarkably increased by using a brake disc type brake device in addition to the side brake type brake device arranged on the wheel 20. In the second embodiment, two shaft-brake type brake devices are attached, but the number of brake devices may be increased or decreased from two according to the required brake output.

  Since the railcar bogie of Example 2 can increase the number of brake devices per bogie, the braking force per bogie can be increased. Furthermore, an additional device such as an anti-rolling device is not required, and the lateral pressure at the time of passing through the curve can be reduced and the wheel load loss at the time of passing through the relaxation curve can be suppressed.

  FIG. 9 is a plan view of the railway vehicle carriage according to the third embodiment. The present embodiment is an accompanying cart having a cart frame structure in which the length of the cart frame in the longitudinal direction differs from the cart frame (turning) center in the front-rear direction based on the cart frame structure of the first embodiment. Members having the same functions as those in the first and second embodiments are denoted by the same reference numerals.

  Since the length S1 in the longitudinal direction of the side beam front portion 6c of the side beam 62 forming the carriage frame 300 of the third embodiment is set to be smaller than the length S2 in the longitudinal direction of the side beam rear portion 6d, the wheel shaft 1a and the carriage The distance between the center of the frame is also set smaller than the distance between the wheel shaft 1b and the center of the carriage frame. Other than the above, the main structure of the bogie frame is the same as that of the first embodiment.

  Since the length of the side beam front portion 6c that supports the wheel shaft 1a is reduced, a space for mounting the brake device on the wheel shaft 1a is small, and it is difficult to provide the wheel shaft 1a with the brake device. Therefore, a brake device is provided on the wheel shaft 1b instead of the wheel shaft 1a. The brake device is the same system as the brake device described in the second embodiment (FIG. 8).

  With the above configuration, the distance in the longitudinal direction of the bogie frame between the wheel shaft 1a on the leading side in the traveling direction and the bogie frame center can be shortened while ensuring the braking force per bogie. In the third embodiment, the distance in the longitudinal direction of the bogie frame between the wheel shaft 1a and the center of the bogie frame is shortened in addition to the short support interval in the sleeper direction of the wheel shaft 1a on the leading side in the traveling direction as in the first embodiment. When passing through the curve, the wheel shaft 1a is further along the tangential direction of the curved track. For this reason, since the vehicle can travel more smoothly on the curve, it is possible to further reduce the maximum lateral pressure generated at the leading axis in the traveling direction when passing the curve.

  Moreover, since the distance in the longitudinal direction of the bogie frame between the wheel shaft 1b and the center of the bogie frame is longer than the distance in the longitudinal direction of the bogie frame between the wheel shaft 1a and the center of the bogie frame, traveling stability can be maintained on the wheel shaft 1b side. Further, it is possible to suppress the deterioration of the running stability of the carriage due to the shortened distance in the longitudinal direction of the carriage frame between the wheel shaft 1a and the center of the carriage frame.

  Furthermore, an additional device such as an anti-rolling device is not required, and the lateral pressure at the time of passing through the curve can be reduced and the wheel load loss at the time of passing through the relaxation curve can be suppressed.

1a, 1b, 201 ... wheel axles 2, 200, 202, 300, 400 ... bogie frame 3, 203 ... vehicle body 4, 204 ... axle box support device 5, 205 ... air spring 6, 60, 62, 206 ... side beam 6a, 6c, 60a ... Side beam front part 6b, 6d, 60b ... Side beam rear part 7, 61, 207 ... Cross beam 10 ... Axle box body 11 ... Axle spring 12 ... Axle beam rubber 20 ... Wheel 30 ... Brake device 31 ... Brake disc 40 ... Main motor 41 ... Gear device 42 ... Joint 50 ... Shaft damper 101 ... Shaft beam arm

Claims (7)

In a railway vehicle carriage that supports the railway vehicle so that it can run,
The dimension in the sleeper direction of the first end portion in the rail direction of the railcar carriage is as follows:
A railcar bogie characterized in that it is set smaller than a dimension in a sleeper direction at a second end portion in the rail direction of the railcar bogie. In the bogie for railway vehicles according to claim 1,
The railway vehicle carriage is
A pair of side beams spaced along the rail direction;
A lateral beam connecting the central portion of the side beam in the rail direction;
A bogie frame consisting of
A first axle and a second axle comprising an axle and wheels provided at both ends of the axle;
Have
The first wheel shaft provided at the first end is
On the side of the central portion of the wheel in the longitudinal direction of the axle, it is supported on one end of the side beam in the rail direction,
The second wheel shaft provided at the second end is
The wheel is supported at the other end in the rail direction of the side beam on the opposite side of the central portion in the longitudinal direction of the axle.
A railcar bogie characterized by In the railcar bogie described in claim 2,
A bogie for a railway vehicle, wherein a main motor provided in the bogie frame drives the second wheel shaft. In the railcar bogie described in claim 2,
The bogie for the second railway car is
A shaft disc provided on the second wheel shaft;
A side disk provided on a side surface of the wheel provided on the second wheel axle;
A brake device comprising a brake brake caliper that grips the shaft disk and the side disk;
A railway vehicle characterized by In the railcar bogie described in claim 2,
A railcar bogie characterized in that the transverse beam is constituted by a pipe. In the railcar bogie described in claim 5,
A railway vehicle carriage characterized in that compressed air is compressed by the horizontal beam. In the bogie for a railway vehicle according to any one of claims 3 to 6,
The first dimension along the rail direction from the first wheel axis to the turning center position of the railcar carriage is smaller than the second dimension along the rail direction from the second wheel axis to the turning center position. A railcar bogie.

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